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    Beechjet 400A Developed for Training Purposes

    September 2001

    JT15D-5 Turbofan Engine

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    4K-2 Developed for Training Purpo

    CAE SimuFlite

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    Beechjet 400A Developed for Training Purposes

    March 2002

    Engine Oil Lubrication

    PRESSURE OIL

    BYPASS OIL

    SCAVENGE OIL

    LEGEND

    PRESSURE

    REGULATOR

    VALVE

    PRESSURE BYBASS

    CHECK VALVE

    TYPICAL

    GEARBOX SCAVENGE

    OIL PUMP

    ASSEMBLY

    OIL

    FILTER

    OIL FILT

    BYPASS

    SW

    OIL PRESS INDICATOR

    OIL PRESS SW

    OIL TEMP TRANSMITTER

    STRAINER ELEMENT

    TYPICAL

    STRAINER

    SCREEN

    TRAINER

    ACCESSORY GEARBOX

    RETURN TO TANK

    SCAVENGE NO.4 BEARING

    TO BEARING NO.4 & NO.3 1/2

    OIL TANK

    NO.3

    BEA

    N

    STRA

    OIL TANK VENT

    NO. 2 BEARING

    FILLER NECK

    NO. 1 BEARING

    OIL

    COOLERDRAIN

    15

    PSI

    10

    5

    0

    OILX 10

    PT

    5

    0

    -5

    10

    15

    C

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    4K-4 Developed for Training Purpo

    CAE SimuFlite

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    Beechjet 400A Developed for Training Purposes

    March 2002

    Fuel System

    SIGNALCONDITIONER

    L F FLTR

    BYPASS

    L WG TK

    OV PRESS

    L FUEL

    PRESS LO

    L OIL

    PRESS LO

    EXCITER

    IGNITER

    ENGINE ELECTRICALCONTROL

    STARTER GENERATOR

    OIL IN

    OIL OUT

    PRIMARY LINE

    SECONDARY LINE

    FROM THEOTHER ENGINE

    FUEL FLOW

    INDICATORS(LBS/HOUR)

    FUEL FLOWTRANSMITTER

    HMU

    MIN PRESS

    VALVE

    AUTOSHUTOFF

    VALVE

    OIL COOLER

    FLOWDIVIDER

    FILTER

    MOTIVEFLOW

    HP PUMP

    HPRELIEF

    SECON

    VENTDRAIN

    CONSUMEDFUEL

    P3

    C

    O

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    4K-6 Developed for Training Purpo

    CAE SimuFlite

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    Beechjet 400A Developed for Training Purposes 4K-7

    September 2001

    Powerplant

    Ignition System

    B4CRH-PP004i

    NORMAL POWER

    STANDBY CIRCUIT

    NOTES:

    LEGEND

    AIRPLANES NOT MODIFIEDBY KIT 128-3055-3

    START CIRCUIT

    28 V DC PATH

    HIGH VOLTAGEPATH

    BATTERY CHARGE BUS

    RIGHT DC LOAD BUS (RIGHT ENGINE)

    ON

    OFF

    STBY

    EMERGENCY BUS(LEFT ENGINE)

    IGNITIONEXCITER

    IGNITER PLUGS

    THRUST LEVERSWITCH

    IGNITIONCONTROL

    STARTCONTROL

    STALLWARNIGNITION

    ANTI-ICEIGNITION

    IGNITIONSWITCH

    IGNITIONLIGHT

    CUTOFF

    1

    2

    1

    AIRPLANES MODIFIEDBY KIT 128-3055-3

    2

    IDLE

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    Beechjet 400A Developed for Training Purposes

    September 2001

    Engine Start

    2

    1 AIRPLANES NOT MODIFIEDBY KIT 128-3055-3.

    2 AIRPLANES MODIFIED

    BY KIT 128-3055-3.

    1

    TO BATTERY

    SWITCH

    TO

    ENGINE START

    DISENGAGE

    BUTTON

    LEFT

    ENGINE START

    SELECT

    SWITCH

    ENGINE

    START

    BUTTON

    LEFT

    STARTER

    RELAY

    LEFT GCU

    ON OFFLEFT

    STARTER

    RELAY

    ENGINE

    ELECTRONIC

    CONTROL

    RIGHT

    STARTER

    RELAYRIGHT STARTER

    GENERATOR

    EXTERNAL POWER

    BATTERY

    EMERGENCY BUS

    RIGHT LOAD BUS

    TO IGNITION

    SWITCH

    STANDBY

    STANDBYBOOST PUMP

    ON OR ARM

    STANDBY OR ON

    ON

    ANTI-ICE

    IGNITION

    STALL

    WARNING

    SHUTOFF VALVES

    PRIMARY

    FLOW

    DIVIDER

    VALVE

    SECONDARY

    P3

    LEFT STARTER

    GENERATOR

    OIL

    COOLER

    IN

    OUT

    FUELFLOW

    INDICATOR

    FUEL FLOW

    TRANSMITTER

    HYDROMECHANICAL

    METERING UNIT

    FUEL FILTER

    CUTOFF

    SWITCH

    VENT

    LINE

    FUEL FEED L

    JET

    FUEL MOTIVE LINE

    FUEL FILTER

    FUEL PUMP

    FILTER

    BYPASS VALVE

    TO THRUST

    LEVER

    START BUS

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    4K-10 Developed for Training Purpo

    CAE SimuFlite

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    Beechjet 400A Developed for Training Purposes

    September 2001

    Thrust Reverser

    DEPLOY

    PORT

    DEPLOY

    PORT

    DEPLOY

    PORT

    L TR PUSH

    EMER STOW

    R TR PUSH

    EMER STOW

    L TR ARM

    UNLOCK

    DEPLOY

    R TR ARM

    UNLOCK

    DEPLOY

    LEFT

    REVERSER

    LEVER

    LEFT

    THRUST

    INTERLOCK

    SOLENOID

    ACTUATOR

    ROD

    ACTUATOR

    ROD

    ACTUATOR

    ROD

    DEPLOY

    STOW

    LEFT

    CONTROL

    VALVE

    RIGHT

    CONTROL

    VALVE

    DEPLOY

    LEFT

    ENGINE

    STOW

    PORT

    STOW

    PORT

    STOW

    PORT

    LEFT

    ISOLATION

    VALVE

    TO HYDRAULIC

    PACKAGE

    LEFT

    GROUND

    SAFETY

    SWITCH

    RIGHT

    GROUND

    SAFETY

    SWITCH

    RIGHT

    ISOLATION

    VALVE

    LEFT

    EMERGENCY

    STOW

    SWITCH

    RIGHT

    EMERGENCY

    STOW

    SWITCH

    LEGEN

    PR

    LEFT THRUST

    REVERSER

    STOW LIMIT

    SWITCH

    RIGHT THR

    REVERS

    STOW L

    SWIT

    LEFT THRUST

    REVERSER

    DEPLOY

    LIMIT SWITCH

    RIGHT THRUST

    REVERSER

    DEPLOY

    LIMIT SWITCH

    THRUST REVERSER

    CONTROL BOX

    RE

    MEL

    RE

    PR

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    4K-12 Developed for Training Purpo

    CAE SimuFlite

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    Beechjet 400A Developed for Training Purposes 4K-13

    September 2001

    Powerplant

    Engines

    The Beechjet 400A is powered by two aft pod-mountedJT15D-5 turbofan engines manufactured by Pratt & Whitney

    Aircraft of Canada, Limited. The engines are lightweight, twin

    spool, front turbofan jets having a full-length annular bypass

    duct.

    The low compressor consists of a low compressor fan followed

    by a primary gas path booster stage. A concentric shaft system

    supports the high and low rotors. The inner shaft supports the

    low compressor fan and booster stage and is driven by a two-

    stage turbine supported at the rear. The speed of this assembly

    is designated as N1RPM. The outer shaft supports the high-

    pressure centrifugal compressor impeller and is driven by a sin-

    gle-stage high-pressure turbine. This speed is designated as

    N2RPM.

    The JT15D-5 will produce 2,965 pounds of static thrust on astandard day at sea level and a maximum continuous thrust of

    2,900 pounds. All intake air passes through the low compressor

    fan. Immediately aft of the fan, the airflow is divided by concen-

    tric ducts. Most of the total airflow is bypassed around the

    engine through the outer annular bypass duct and is exhausted

    at the rear. Air entering the inner duct passes through a booster

    stage and is compressed by the impeller. The high-pressure air

    then passes through a diffuser assembly and moves back tothe combustion section. The combustion chamber is a reverse

    flow design to save space and reduce engine size. Most of the

    air entering the chamber is mixed with fuel and ignited while the

    remainder streams down the chamber liner for cooling. Fuel is

    introduced by twelve dual orifice nozzles supplied by a dual

    manifold. Spark igniters that extend into the combustion cham-

    ber at the 5 and 7 o'clock positions initially ignite the mixture

    and after start, the combustion becomes self-sustaining. The

    hot gases expand in the reverse direction and pass through a

    set of turbine guide vanes to the high-pressure turbine. As the

    expanding gases move rearward, they pass through another

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    4K-14 Developed for Training Purposes Beechjet 400A

    September 2001

    CAE SimuFlite

    set of guide vanes and enter the two-stage low-pressure tur-

    bine. The greater portion of the remaining energy is extracted

    there and transmitted by the inner shaft to the forward mounted

    fan. The hot gases are then exhausted into the atmosphere.

    An accessory gearbox is mounted on the lower side of the

    engine's intermediate case and is driven by a tower shaft from

    the bevel gear to the N2shaft. Its function is to turn the engine

    during starting, and to drive the accessories for the engine and

    airplane systems. The accessory gearbox drives the following

    components:

    ! DC Starter-Generator

    ! N2Speed Sensors

    ! Oil Pump

    ! Fuel Pump

    ! Hydromechanical Metering Unit (HMU)

    ! Hydraulic Pump.

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    Beechjet 400A Developed for Training Purposes 4K-15

    September 2001

    Powerplant

    Engine Indicators

    The engine monitoring system consists of the fan RPM (N1)

    inter-turbine temperature (ITT), turbine RPM (N2), fuel flow, oil

    pressure and temperature, fuel consumed totalizer, and engine

    vibration indicators.

    The fan RPM (N1) indicator displays engine fan speed RPM in

    percentage. A fan speed of 15,900 RPM equals 100% RPM. The

    indicator receives a signal from its respective N1speed sensor.

    The turbine RPM (N2) indicating system operates on the same

    principle as the fan RPM indicator. A turbine speed of 32,760

    RPM equals 100% RPM. Turbine RPM red line is 96%.

    The scale range on the ITT indicator is from 0 to 10 with read-

    ings multiplied by 100 in degrees centigrade (100C). The ITT

    (T5) receives voltage from thermocouples that measure fan

    inlet air temperature (T1

    ) and turbine exhaust temperature (T6

    ).

    The engine vibration monitoring system consists of two piezo-

    electric accelerometers, a signal conditioner and an indicator.

    The accelerometers, mounted on the top of each engine, convert

    the vibratory acceleration into an electric charge. The signal con-

    ditioner, mounted on the baggage compartment wall, receives

    the electric charge from the accelerometers. A single indicator

    with dual pointers is mounted on the instrument panel. The scale

    range on the indicator is from 0 to 10 and corresponds to engine

    vibration velocity. The engine vibration indicator is used as a

    trend instrument. A significant change in the engine vibration

    level over a period of time may indicate a problem.

    Separate oil and pressure indicators for each engine are located

    on the instrument panel. Their functions are described under the

    Oil System section.

    Two engine fuel flow indicators are located on the main instru-

    ment panel. Their functions are described under the Fuel Control

    System section.

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    4K-16 Developed for Training Purposes Beechjet 400A

    September 2001

    CAE SimuFlite

    Oil System

    The system supplies cooled, pressurized oil for lubrication and

    cooling of engine bearings and accessory drive gears and bear-ings. An integral oil tank on each engine has a capacity of 2.03

    U.S. gallons of which 1.34 US gallons are drainable. Recom-

    mended oils are listed in Pratt & Whitney Service Bulletin 7001.

    Oil drawn from the oil tank by the pressure oil pump is ducted

    through a check valve to the pressure relief valve for oil pressure

    regulation. The oil is also passed through the oil cooler and oil fil-

    ter. Excess oil pressure at the oil filter outlet opens the pressure-regulating valve and some of the oil is bypassed and ducted

    externally through a second check valve to the oil pressure

    pump inlet. From the filter, oil is routed to the engine bearings

    and accessory gearbox. If the filter becomes clogged, a bypass

    valve opens allowing lubrication to continue and the L or R O

    FLTR BYPASS annunciator will illuminate. Circulated oil from the

    No. 4 bearing area and accessory gearbox is returned to the

    tank by two scavenge pump elements in the oil pump assembly.

    Oil pressure is sensed by a transmitter and is displayed on two

    AC powered indicators with dual pointers (pressure and temper-

    ature) on the instrument panel. The scale ranges on the dual

    indicators are 0 to 150 PSI for oil pressure and -50 to 150C for

    oil temperature. The minimum oil pressure at idle RPM is 40

    PSI. The L or R OIL PRESS LO annunciator will illuminate when

    the system pressure decreases below 40 PSI. The acceptable

    operating pressure range is 40 to 60 PSI when the power is

    below 60% N2. The normal operating range is 60 to 83 PSI

    when the power is over 60% N2. Oil pressure below 60 PSI is

    undesirable and should be tolerated only for the completion of

    the flight, preferably at reduced power settings. In cold starting

    conditions, oil pressure may exceed 83 PSI, but may not

    exceed 150 PSI. Oil temperature is sensed by a resistance bulband transmitted to the dual DC powered indicators. Minimum oil

    temperature for engine start is -40C and normal operating

    range is 10 to 121C.

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    Beechjet 400A Developed for Training Purposes 4K-17

    September 2001

    Powerplant

    Fuel Control System

    Fuel flow to the engine is mechanically controlled by thrust

    lever movement and regulated by the engine fuel control sys-tem. This system consists of an engine-driven fuel pump, a

    hydromechanical unit (HMU), an oil cooler (heat exchanger), a

    flow divider valve (FDV), and a dual fuel manifold with 12 dual-

    orifice fuel nozzles. The engine-driven fuel pump is mounted on

    and driven by the engine accessory gearbox and ensures a

    positive fuel pressure to the HMU. The fuel control unit is an

    HMU, supervised by an engine electronic control (EEC) sepa-rately mounted on the low compressor case, which provides

    fuel scheduling for engine operations at all altitudes. The FDV

    receives fuel from the HMU and provides proper fuel distribu-

    tion to the combustion chamber by dividing the flow into the pri-

    mary and secondary fuel manifolds. The HMU also acts as a

    fuel shutoff valve, bypassing fuel back to the pump during wind-

    milling operation. When the throttle is closed, fuel flow is termi-

    nated at the HMU and the fuel is returned by ram air pressurefrom the manifold through the dump valve to the aft fuselage

    tank via the drain box and the surge tank (refer to Fuel System

    section, this manual).

    With the electronic fuel control (EFC) switches off, N 2idle RPM

    will vary with pressure altitude, indicating higher values as

    pressure altitude increases. In normal operation, the HMU

    meters fuel to the engine in proportion to the thrust lever angleselected by the pilot and the engine electronic control (EEC)

    schedules an additional amount of fuel. The HMU and EEC

    schedules are defined so that the sum of their fuel flows will

    produce maximum rated thrust at a thrust lever angle near 80

    degrees. EEC failure will result in the loss of its scheduled fuel

    flow. The maximum thrust loss due to EEC failure would be

    within 20 to 40% depending on ambient conditions and thrust

    lever angle. The pilot is able to recover EEC thrust loss by

    advancing the thrust lever, thus causing the HMU to deliver the

    required fuel flow.

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    4K-18 Developed for Training Purposes Beechjet 400A

    September 2001

    CAE SimuFlite

    The engine fuel flow indicating systems for both engines con-

    sist of transmitters, DC-powered fuel flow indicators, a fuel flow

    signal conditioner, and a fuel consumed totalizer indicator. The

    fuel flow transmitter is on the outlet side of the HMU and mea-

    sures the frequency signals proportional to the fuel flow rate

    that passes through it. The flow rate is converted into an electri-

    cal current by the signal conditioner and is sent to the fuel flow

    indicator. The fuel flow indicators on the instrument panel dis-

    play engine fuel consumption in pounds per hour. The scale

    range of the indicator is 0 to 2,000 pounds per hour. The fuel-

    consumed totalizer receives the current from the signal condi-tioner and provides a digital display of the fuel consumed.

    Engine Ignition System

    The engine ignition system provides the engine with a quick

    light-up capability over a wide range of temperatures. The

    engine ignition system is controlled by an IGNITION switch,

    thrust lever cutoff switch, ENG ANTI-ICE switch, engine start

    control relay and stall warning control relay.

    Engine Start Mode

    RK-118, RK-140 Thru RK-220 Not Modified by

    Kit 128-3055-3

    The ignition is sequentially operated during engine starting.

    Depressing the respective ENG START button energizes the

    engine start control relay. Moving the thrust lever to IDLE dur-

    ing start directs voltage from the battery charge bus through the

    engine start control relay, thrust lever switch, and start ignition

    fuse to the exciter. The L or R IGNITION operation light illumi-

    nates, indicating that the exciter is receiving low voltage power,

    until the ENG START DISENGAGE switch is depressed or the

    ENG START SELECT switch is turned OFF at the completion

    of the start.

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    Beechjet 400A Developed for Training Purposes 4K-19

    September 2001

    Powerplant

    RK-221 and After or RK-118, RK-140 Thru RK-220 Modified

    by Kit 128-3055-3

    The ignition is continuously operated during engine starting.Depressing the respective ENG START button energizes the

    engine start control relay. This action directs voltage from the

    battery charge bus through the engine start control relay, and

    start ignition fuse to the exciter. The L or R IGNITION operation

    light illuminates, indicating that the exciter is receiving low volt-

    age power, until the ENG START DISENGAGE switch is

    depressed or the ENG START SELECT switch is turned OFF

    at the completion of the start.

    Manual Mode

    When the ignition switch is placed to the ON position, ignition

    low voltage is supplied through the engine thrust lever switch

    and the ignition circuit breaker to the exciter. The respective L

    or R IGNITION operation light illuminates any time the ignition

    is on and the thrust lever is not in cutoff. Power source is theemergency bus in the left system or right load bus in the right

    system.

    Standby Mode

    The IGNITION switch should normally remain in the STBY

    position. Ignition low voltage power is supplied to the exciter

    when the ENG ANTI-ICE switch is actuated or when the stall

    warning ignition relay is energized.

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    4K-20 Developed for Training Purposes Beechjet 400A

    September 2001

    CAE SimuFlite

    Engine Control

    Power Controls

    During normal operation, the engine power may be adjusted to

    any setting between idle and Takeoff Rated Thrust (TRT). TRT

    can be used for a maximum of 5 minutes. The ITT should not

    exceed 700C; the N1should not exceed 104%; N 2should not

    exceed 96%; and oil temperature and pressure should be in the

    normal operating range of 10 to 121C and 60 to 83 PSI,

    respectively. Maximum continuous thrust has no time limit, but

    the ITT is limited to 680C. Oil temperature should be within 10

    to 121C. All other limits are the same as TRT. The minimum

    idle speed with engine EFC ON is 52% N2; with engine EFC

    OFF, it is 46% N2. In either case the CABIN PRESS switch is in

    the BOTH position with the generator load below 50 amps. The

    ITT should not exceed 580C. During any acceleration, the ITT

    should not exceed 700C.

    The thrust levers control engine thrust. Angular displacement of

    the thrust lever is transformed into stroke displacement of the

    cable connected to the engine fuel control. The thrust lever has

    four detent positions: CUT OFF, IDLE, NORM TAKE OFF

    (NORM T.O.) and TAKE OFF (T.O.). To move the thrust lever

    from CUT OFF to IDLE or from IDLE back into CUT OFF, it is

    necessary to pull up and move the levers over the detent on

    airplanes without thrust reversers; or to pull up the detentrelease lever and move the thrust levers over the detents on

    airplanes with thrust reversers.

    A friction lever is mounted on the left side of the pedestal adja-

    cent to the thrust levers. The thrust levers may be fixed in any

    position by moving the friction lever forward.

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    Beechjet 400A Developed for Training Purposes 4K-21

    September 2001

    Powerplant

    Engine Synchronizer

    CAUTION: The engine synchronizer must be off duringtakeoff, landing, and single-engine operation.

    The engine synchronizer automatically synchronizes either fan

    or turbine speed of the slave engine to that of the master

    engine. The speed of the slave (right) engine will follow

    changes in the speed of the master (left) engine over a prede-

    termined limited RPM range. This limited range prevents theslave engine from losing more than a fixed amount of RPM in

    case the master engine is shut down while the ENG SYNC

    switch is in the FAN or TURBINE position. The engines should

    be manually synchronized using the thrust lever and sound

    (harmonic deviation) before turning the system on.

    The three position ENG SYNC rotary switch is mounted on the

    center pedestal and is marked FAN-OFF-TURBINE. Thisselects the fan or turbine speed signal of each EFC, which will

    cause the right engine RPM to slave to the left engine. When

    the switch is turned ON, the ENG SYNC ON annunciator on the

    right shroud panel will illuminate.

    Engine Starting

    Engine starts may be made using the airplane battery, external

    power, generator assist, or by air starting. The starter-generatoroperates as a starter until engine speed (N2) reaches approxi-

    mately 35 to 40% RPM. At this time, the starter ceases to turn

    the engine and the solenoid held ENG START button is auto-

    matically released. As engine RPM increases, the starter-gen-

    erator begins to function as a generator. The generator output

    is automatically connected to the DC bus system when the

    ENG START SELECT switch, located on the pedestal, isplaced to the OFF position.

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    4K-22 Developed for Training Purposes Beechjet 400A

    September 2001

    CAE SimuFlite

    Battery Start

    RK-118, RK-140 Thru RK-220 Not Modified by

    Kit 128-3055-3

    During a battery start, the BATTERY switch must be ON with

    the battery supplying a minimum of 22 volts. Turn the ENG

    EFC switch ON and select the engine (left or right) to be started

    with the ENG START SELECT switch. Momentarily press the

    respective ENG START button, then release. Verify illumination

    of the ENG START button and the BOOST PUMP light and

    monitor N2RPM. At 8% N2RPM, move the thrust lever to IDLEand check that the IGNITION operation light illuminates. Moni-

    tor N1, N2, ITT, and oil pressure during start.

    RK-221 and After or RK-118, RK-140 Thru RK-220 Modified

    by Kit 128-3055-3

    The battery start for airplanes RK-221 and After or RK-118,

    RK-140 Thru RK-220 Modified By Kit 128-3055-3 is identical to

    airplanes RK-118, RK-140 Thru RK-220 Not Modified By Kit

    128-3055-3. The only difference is the illumination of the IGNI-

    TION operation light when the ENG START button is pressed.

    External Power Start

    An external power start may be accomplished by plugging in an

    external power source capable of supplying 28V DC, 1,000-

    1,500 amperes output. If both engines are to be started withexternal power, the GEN RESET switches must be OFF during

    start.

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    Beechjet 400A Developed for Training Purposes 4K-23

    September 2001

    Powerplant

    Generator Assisted Start

    Because the external power unit is automatically taken off-line

    when a generator comes on-line, the second engine start isnormally powered by the battery with the operating generator

    assisting even though external power is connected. The only

    difference between a generator assisted start and a battery

    only start is that the operating engine must have the MASTER

    GEN switch in the NORM position, GEN RESET switch in the

    NORM position and the engine N2set at 52 to 54%.

    CAUTION: During generator assisted starts do not start

    the second engine until the operating generator's load is

    below 150 amps.

    Air Start

    CAUTION: An air start should not be attempted if theengine shutdown was due to obvious mechanical

    difficulties.

    Air starts can be accomplished by either a windmilling air start

    or a starter assisted air start. Refer to Abnormal Procedures

    Section in the FAA Approved Airplane Flight Manual for Air

    Start procedures.

    Engine Shutdown

    Prior to engine shutdown, retard the thrust lever to IDLE and

    observe the ITT indicator. Allow the engine to idle for a mini-

    mum of 1 minute at the lowest stabilized, observed tempera-

    ture, then place the thrust lever in the CUT OFF position. If the

    engine is being shut down due to an emergency, the ITT need

    not be stabilized.

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    4K-24 Developed for Training Purposes Beechjet 400A

    September 2001

    CAE SimuFlite

    Thrust Reverser System

    The thrust reverser is a hydraulically operated, four-bar linkage,

    external target type system. It is mounted on the aft end ofeach engine, forming the exhaust nozzle and the aft portion of

    the nacelle when stowed. When deployed, the reverser doors

    join behind the exhaust nozzle and direct the exhaust gas for-

    ward over and under the nacelle. This provides a deceleration

    force for ground braking. The thrust reverser system is

    intended for ground operation only.

    Normal Operation

    The thrust reversers have two positions: stow and deploy. They

    are stowed during takeoff and flight and may be deployed dur-

    ing the landing ground roll.

    Deployment is initiated by pulling the reverser levers, mounted

    on the thrust levers, up and back when the thrust levers are in

    the IDLE position. This action supplies hydraulic pressure

    (1,500 PSI) to the deploy ports of the reverser actuators which

    are mounted on the support casting on each side of the engine.

    The hydraulic pressure retracts the actuator pistons and the

    reverser carriage is pulled forward. This unlocks the linkage

    mechanism, actuates the driver links, and moves the reverser

    doors to their deployed position.

    The hydraulic pressure supplied to the actuator deploy ports

    also actuates a pressure switch in the system which closes at

    200 PSI and opens at 100 PSI. The pressure switch transmits a

    signal that illuminates the TR ARM annunciator located on the

    shroud panel. The reverser carriage's forward movement

    releases a normally closed thrust reverser stow limit switch (L

    or R). This action transmits a signal to illuminate the UNLOCK

    annunciator on the shroud panel. Upon full deployment of the

    reverser doors, a deploy limit switch (L or R) actuates to illumi-nate the DEPLOY annunciator on the shroud panel.

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    Beechjet 400A Developed for Training Purposes 4K-25

    September 2001

    Powerplant

    When the deployment cycle is completed, 28V DC is supplied

    through the deploy limit switch to the thrust interlock solenoid (L

    or R) which releases the reverser lever interlock. The pilot may

    then move the reverser lever(s) further upward, driving the

    thrust linkage from IDLE to any desired reverse thrust setting.

    Should a system failure actuate the deploy cycle with the thrust

    levers set above the IDLE position, a thrust reverser feedback

    subsystem will force the thrust linkage to the IDLE position. In

    such a failure condition, the reverser lever is restrained in the

    IDLE position by the thrust interlock.To initiate the stow cycle, the reverser levers are pushed back

    to their stow positions. This reverses the mechanism actuation,

    returning the reverser doors to their stowed and locked posi-

    tion. The DEPLOY, UNLOCK, and TR ARM annunciators will

    sequentially extinguish during the stow cycle.

    NOTE: Maximum deploy cycle time after actuation of the

    reverser lever is 1.6 seconds at 110 KCAS. An erroneous

    sequence or a delay in the deploy cycle time denotes a

    thrust reverser system failure. An inspection and mainte-

    nance check should be conducted prior to further use of thesystem.

    NOTE: Maximum stow cycle time after actuation of thereverser lever is 5.0 seconds at 130 KCAS. Refer to Limita-

    tions Section in the Approved Airplane Flight Manual for

    stow limitations during flight.

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    CAE SimuFlite

    Emergency Stow Operation

    Emergency stow switches are located on the shroud annuncia-

    tor panel. They are used to stow the reversers in the event of afailure in the primary thrust reverser control system. When an

    EMER STOW switch is depressed, an isolation valve and con-

    trol valve are energized to the stow position. Hydraulic pres-

    sure is supplied to the actuator stow ports, causing the actuator

    pistons to extend and drive the reverser doors to their stowed

    position.

    Should a thrust reverser door unlock condition occur in flight,the entire affected emergency stow switch will illuminate pro-

    viding a TR PUSH EMER STOW annunciation. When the

    EMER STOW switch is pushed, the TR PUSH portion of the

    annunciator will extinguish, indicating the thrust reversers

    doors are stowed. The EMER STOW annunciator will remain

    illuminated as a reminder that the thrust reverser was stowed

    using the emergency mode. If pushed again and the reverser

    remains locked and stowed, the EMER STOW annunciator willextinguish to show normal system operation.